By Jorg K. Kuhnemann (auth.), Peter Stringer, H. Wenzel (eds.)
All the papers during this quantity have been awarded at a convention on Transportation and concrete lifestyles, held in Munich throughout the 3rd week of September, 1975. The convention used to be subsidized by means of the exact Programme Panels on structures technological know-how and Human components of the technology Committee of the North Atlantic Treaty agency. The distinguishing attribute of the convention and of this quantity lies within the mix of platforms technological know-how and human components contributions within the box of city transportation. The initiative for making an attempt this type of synthesis got here from the sponsors. it truly is more and more realised that the complexity of up to date difficulties which utilized scientists are being requested to resolve is such that the coordinated efforts of numerous disciplines are had to clear up them. The short which we formulated for the convention and distribu ted in our overseas demand papers was once as follows: "The convention is meant to focus on major psycho logical, SOCiological and financial features of transportation and concrete existence and to offer new innovations that are utilized to those elements and their interfaces". Papers have been invited in 4 subject parts: groups (transportation difficulties with regards to social wishes, residential making plans, and c0l1lITlerce) ; towns and big city parts (the econOlnic setting, fabric fl~l, resources); neighborhood improvement and transportation (administration and administration on the venture and multiprogramme level); and caliber of existence and transportation (noise, visible intrusion, severance, air pollution).
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Example text
This model first computes isochrones for each transportation mode around 42 FIGURE 8. A. VOLWAHSEN RESULTS FROM A PEDESTRIAN ACCESSIBILITY MODEL. FROM LEFT TO RIGHT: ACCESSIBILITY OF RIVERS, OF PLACES OF WORK, AND OF THE RAIL NEI'WORK each grid cell, and then computes accessibility-values according to the gravity principle. Figure 9 shows one set of isochrones. Remember that 7,000 separate isochrones had to be taken into account for this calculation. Both models, the moving-circle model evaluating the immediate surroundings of each grid cell from the view of a pedestrian, and the moving-isochrone model evaluating the accessibility of different activities by car or train, produce results which cover most accessibility goals referred to in the goal structure.
The remaining two indicators refer to environmental quality. QUALITY OF URBAN LIFE AND TRANSPORTATION SYSTEMS 37 Weights were distributed stepwise from the top to the bottom of the hierarchy. The main purpose of the whole planning effort is an improved provision of social and cultural facilities. This goal appears on the first level of the hierarchy and gets a much higher weight than two other goals which ought to be achieved at the same time: provision of improved enviromnental quality; and reduction of commuting time.
The second problem was solved by the inclusion of a number of transportation and accessibility models. They performed the necessary transformation of practically all statistical data into accessibility data. At this point it should be apparent why I chose as the title of this paper "The quality of urban life and of transportation systems as determinants of regional development plans". Apart from some methodological suggestions on how to handle the problem I have described, I want to draw attention to the necessity of explicitly including the topic of land-use policy in our discussions.